Systems and methods for a battery management system integrated in a battery pack configured for use in electric aircraft

ABSTRACT

A battery management and monitoring system integrated in a battery pack configured for use in electric aircraft. The system includes a sensor suite configured to measure a plurality of battery pack data. The system includes a battery monitoring component configured to detect a first fault in the battery pack and produce a first fault detection response notifying a user of the first fault in the battery pack. The system includes a battery management component configured to detect a second fault in the battery pack and produce a second fault detection response configured to mitigate the second fault in the battery pack. The system includes an interlock component having a first mode and a second mode, configured to enable the battery monitoring component and disable the battery management component when in the first mode and enable the battery management component and disable the battery monitoring component when in the second mode.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.17/858,748, filed on Jul. 6, 2022 and entitled “SYSTEMS AND METHODS FORA BATTERY MANAGEMENT SYSTEM INTEGRATED IN A BATTERY PACK CONFIGURED FORUSE IN ELECTRIC AIRCRAFT,” which is a continuation of Non-provisionalapplication Ser. No. 17/111,002, filed on Dec. 3, 2020 and entitled“SYSTEMS AND METHODS FOR A BATTERY MANAGEMENT SYSTEM INTEGRATED IN ABATTERY PACK CONFIGURED FOR USE IN ELECTRIC AIRCRAFT”, which is acontinuation-in-part of Non-provisional application Ser. No. 17/108,798,filed on Dec. 1, 2020, and entitled “SYSTEMS AND METHODS FOR A BATTERYMANAGEMENT SYSTEM INTEGRATED IN A BATTERY PACK CONFIGURED FOR USE INELECTRIC AIRCRAFT”, each of which are incorporated herein by referencein their entirety. This application additionally claims priority to U.S.patent application Ser. No. 17/973,091, filed on Oct. 25, 2022 andentitled “SYSTEMS AND METHODS FOR A BATTERY MANAGEMENT SYSTEM INTEGRATEDIN A BATTERY PACK CONFIGURED FOR USE IN ELECTRIC AIRCRAFT,” which is acontinuation of U.S. patent application Ser. No. 17/858,748, filed onJul. 6, 2022, and titled “SYSTEMS AND METHODS FOR A BATTERY MANAGEMENTSYSTEM INTEGRATED IN A BATTERY PACK CONFIGURED FOR USE IN ELECTRICAIRCRAFT,” which is a continuation of Non-provisional application Ser.No. 17/111,002, filed on Dec. 3, 2020 and entitled “SYSTEMS AND METHODSFOR A BATTERY MANAGEMENT SYSTEM INTEGRATED IN A BATTERY PACK CONFIGUREDFOR USE IN ELECTRIC AIRCRAFT”, which is a continuation-in-part ofNon-provisional application Ser. No. 17/108,798, filed on Dec. 1, 2020,and entitled “SYSTEMS AND METHODS FOR A BATTERY MANAGEMENT SYSTEMINTEGRATED IN A BATTERY PACK CONFIGURED FOR USE IN ELECTRIC AIRCRAFT”,each of which are incorporated herein by reference in their entirety.

FIELD OF THE INVENTION

The present invention generally relates to the field of electricaircraft. In particular, the present invention is directed to systemsand methods for a battery management system integrated in a battery packconfigured for use in electric aircraft.

BACKGROUND

The burgeoning of electric vertical take-off and landing (eVTOL)aircraft technologies promises an unprecedented forward leap in energyefficiency, cost savings, and the potential of future autonomous andunmanned aircraft. However, the technology of eVTOL aircraft is stilllacking in crucial areas of high energy density power solutions. This isparticularly problematic as it compounds the already daunting challengesto designers and manufacturers developing the aircraft for manned and/orunmanned flight in the real world. A power source needs to pack themaximum amount of energy in the lightest possible configuration. Thefuture of electric aircraft and specifically, eVTOL aircraft, is linkedto an increase in energy density in electric power sources.

SUMMARY OF THE DISCLOSURE

In an aspect the present disclosure is directed to a battery managementand monitoring system for a battery pack configured for use in electricaircraft is disclosed. The system includes a sensor suite configured tomeasure a plurality of battery pack data, wherein the sensor suite isfurther configured to detect a failure of the battery pack, a firstbattery management component configured to detect, when the battery packis not being charged, a first fault in the battery pack as a function ofthe plurality of battery pack data and produce a first fault detectionresponse that is configured not to mitigate the fault in the batterypack, a second battery management component configured to detect, whenthe battery pack is being charged, the first fault in the battery packas a function of the plurality of battery pack data and produce a secondfault detection response configured to mitigate the fault in the batterypack and an interlock component having a first mode, wherein the batterypack is not being charged, and a second mode, when the battery pack isbeing charged, the interlock component configured to enable the firstbattery management component and disable the second battery managementcomponent when in the first mode and enable the second batterymanagement component and disable the first battery management componentwhen in the second mode.

These and other aspects and features of non-limiting embodiments of thepresent invention will become apparent to those skilled in the art uponreview of the following description of specific non-limiting embodimentsof the invention in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the invention, the drawings show aspectsof one or more embodiments of the invention. However, it should beunderstood that the present invention is not limited to the precisearrangements and instrumentalities shown in the drawings, wherein:

FIG. 1 is a block diagram of an embodiment of battery management system;

FIG. 2 is an illustration of a sensor suite in partial cut-off view;

FIG. 3 is an illustration of a battery pack configured for use in anelectric aircraft in isometric view;

FIG. 4 is an illustration of a battery module and battery module senseboard in isometric view;

FIG. 5 is a block diagram illustrating a data collection system;

FIG. 6 is an illustration of an embodiment of an electric aircraft;

FIG. 7 is a block diagram of an embodiment of a battery management andmonitoring system;

FIG. 8 is a flowchart of an embodiment of a battery management andmonitoring system;

FIG. 9 is a block diagram of a computing system that can be used toimplement any one or more of the methodologies disclosed herein and anyone or more portions thereof.

The drawings are not necessarily to scale and may be illustrated byphantom lines, diagrammatic representations and fragmentary views. Incertain instances, details that are not necessary for an understandingof the embodiments or that render other details difficult to perceivemay have been omitted.

DETAILED DESCRIPTION

In the following description, for the purposes of explanation, numerousspecific details are set forth in order to provide a thoroughunderstanding of the present invention. It will be apparent, however,that the present invention may be practiced without these specificdetails. As used herein, the word “exemplary” or “illustrative” means“serving as an example, instance, or illustration.” Any implementationdescribed herein as “exemplary” or “illustrative” is not necessarily tobe construed as preferred or advantageous over other implementations.All of the implementations described below are exemplary implementationsprovided to enable persons skilled in the art to make or use theembodiments of the disclosure and are not intended to limit the scope ofthe disclosure, which is defined by the claims. For purposes ofdescription herein, the terms “upper”, “lower”, “left”, “rear”, “right”,“front”, “vertical”, “horizontal”, and derivatives thereof shall relateto the invention as oriented in FIG. 6 Furthermore, there is nointention to be bound by any expressed or implied theory presented inthe preceding technical field, background, brief summary or thefollowing detailed description. It is also to be understood that thespecific devices and processes illustrated in the attached drawings, anddescribed in the following specification, are simply embodiments of theinventive concepts defined in the appended claims. Hence, specificdimensions and other physical characteristics relating to theembodiments disclosed herein are not to be considered as limiting,unless the claims expressly state otherwise.

Referring now to FIG. 1 , an embodiment of battery management system 100is presented. Battery management system 100 is be integrated in abattery pack configured for use in an electric aircraft. The batterymanagement system 100 is be integrated in a portion of the battery packor subassembly thereof, which will be disclosed with further detail withreference to FIG. 3 . Battery management system 100 includes firstbattery management component 104 disposed on a first end of the batterypack. One of ordinary skill in the art will appreciate that there arevarious areas in and on a battery pack and/or subassemblies thereof thatmay include first battery management component 104. First batterymanagement component 104 may take any suitable form. In a non-limitingembodiment, first battery management component 104 may include a circuitboard, such as a printed circuit board and/or integrated circuit board,a subassembly mechanically coupled to at least a portion of the batterypack, standalone components communicatively coupled together, or anotherundisclosed arrangement of components; for instance, and withoutlimitation, a number of components of first battery management component104 may be soldered or otherwise electrically connected to a circuitboard. First battery management component may be disposed directly over,adjacent to, facing, and/or near a battery module and specifically atleast a portion of a battery cell, the arrangement of which will bedisclosed with greater detail in reference to FIG. 3 . First batterymanagement component 104 includes first sensor suite 108. First sensorsuite 108 is configured to measure, detect, sense, and transmit firstplurality of battery pack data 128 to data storage system 120, whichwill be disclosed in further detail with reference to FIG. 5 .

Referring again to FIG. 1 , battery management system 100 includessecond battery management component 112. Second battery managementcomponent 112 is disposed in or on a second end of battery pack 124.Second battery management component 112 includes second sensor suite116. Second sensor suite 116 may be consistent with the description ofany sensor suite disclosed herein. Second sensor suite 116 is configuredto measure second plurality of battery pack data 132. Second pluralityof battery pack data 132 may be consistent with the description of anybattery pack data disclosed herein. Second plurality of battery packdata 132 may additionally or alternatively include data not measured orrecorded in another section of battery management system 100. Secondplurality of battery pack data 132 may be communicated to additional oralternate systems to which it is communicatively coupled. Second sensorsuite 116 includes a humidity sensor consistent with any humidity sensordisclosed herein, namely humidity sensor 204.

With continued reference to FIG. 1 , first battery management component104 disposed in or on battery pack 124 may be physically isolated fromsecond battery management component 112 also disposed on or in batterypack 124. “Physical isolation”, for the purposes of this disclosure,refer to a first system's components, communicative coupling, and anyother constituent parts, whether software or hardware, are separatedfrom a second system's components, communicative coupling, and any otherconstituent parts, whether software or hardware, respectively. Firstbattery management component 104 and second battery management component108 may perform the same or different functions in battery managementsystem 100. In a non-limiting embodiment, the first and second batterymanagement components perform the same, and therefore redundantfunctions. If, for example, first battery management component 104malfunctions, in whole or in part, second battery management component108 may still be operating properly and therefore battery managementsystem 100 may still operate and function properly for electric aircraftin which it is installed. Additionally or alternatively, second batterymanagement component 108 may power on while first battery managementcomponent 104 is malfunctioning. One of ordinary skill in the art wouldunderstand that the terms “first” and “second” do not refer to either“battery management components” as primary or secondary. In non-limitingembodiments, first battery management component 104 and second batterymanagement component 108 may be powered on and operate through the sameground operations of an electric aircraft and through the same flightenvelope of an electric aircraft. This does not preclude one batterymanagement component, first battery management component 104, fromtaking over for second battery management component 108 if it were tomalfunction. In non-limiting embodiments, the first and second batterymanagement components, due to their physical isolation, may beconfigured to withstand malfunctions or failures in the other system andsurvive and operate. Provisions may be made to shield first batterymanagement component 104 from second battery management component 108other than physical location such as structures and circuit fuses. Innon-limiting embodiments, first battery management component 104, secondbattery management component 108, or subcomponents thereof may bedisposed on an internal component or set of components within batterypack 124, such as on battery module sense board 220.

Referring again to FIG. 1 , first battery management component 104 maybe electrically isolated from second battery management component 108.“Electrical isolation”, for the purposes of this disclosure, refer to afirst system's separation of components carrying electrical signals orelectrical energy from a second system's components. First batterymanagement component 104 may suffer an electrical catastrophe, renderingit inoperable, and due to electrical isolation, second batterymanagement component 108 may still continue to operate and functionnormally, managing the battery pack of an electric aircraft. Shieldingsuch as structural components, material selection, a combinationthereof, or another undisclosed method of electrical isolation andinsulation may be used, in non-limiting embodiments. For example, arubber or other electrically insulating material component may bedisposed between the electrical components of the first and secondbattery management components preventing electrical energy to beconducted through it, isolating the first and second battery managementcomponents from each other.

With continued reference to FIG. 1 , battery management system 100includes data storage system 120. Data storage system 120 is configuredto store first plurality of battery pack data 128 and second pluralityof battery pack data 132. Data storage system 120 may include adatabase. Data storage system 120 may include a solid-state memory ortape hard drive. Data storage system 120 may be communicatively coupledto first battery management component 104 and second battery managementcomponent 112 and may be configured to receive electrical signalsrelated to physical or electrical phenomenon measured and store thoseelectrical signals as first battery pack data 128 and second batterypack data 132, respectively. Alternatively, data storage system 120 mayinclude more than one discrete data storage systems that are physicallyand electrically isolated from each other. In this non-limitingembodiment, each of first battery management component 104 and secondbattery management component 112 may store first battery pack data 128and second battery pack data 132 separately. One of ordinary skill inthe art would understand the virtually limitless arrangements of datastores with which battery management system 100 could employ to storethe first and second plurality of battery pack data.

Referring again to FIG. 1 , data storage system 120 stores firstplurality of battery pack data 128 and second plurality of battery packdata 132. First plurality of battery pack data 128 and second pluralityof battery pack data 132 may include total flight hours that batterypack 124 and/or electric aircraft have been operating. The first andsecond plurality of battery pack data may include total energy flowedthrough battery pack 124. Data storage system 120 may be communicativelycoupled to sensors that detect, measure and store energy in a pluralityof measurements which may include current, voltage, resistance,impedance, coulombs, watts, temperature, or a combination thereof.Additionally or alternatively, data storage system 120 may becommunicatively coupled to a sensor suite consistent with thisdisclosure to measure physical and/or electrical characteristics. Datastorage system 120 may be configured to store first battery pack data128 and second battery pack data 132 wherein at least a portion of thedata includes battery pack maintenance history. Battery pack maintenancehistory may include mechanical failures and technician resolutionsthereof, electrical failures and technician resolutions thereof.Additionally, battery pack maintenance history may include componentfailures such that the overall system still functions. Data storagesystem 120 may store the first and second battery pack data thatincludes an upper voltage threshold and lower voltage thresholdconsistent with this disclosure. First battery pack data 128 and secondbattery pack data 132 may include a moisture level threshold. Themoisture level threshold may include an absolute, relative, and/orspecific moisture level threshold. Battery management system 100 may bedesigned to the Federal Aviation Administration (FAA)'s Design AssuranceLevel A (DAL-A), using redundant DAL-B subsystems.

Referring now to FIG. 2 , an embodiment of sensor suite 200 ispresented. The herein disclosed system and method may comprise aplurality of sensors in the form of individual sensors or a sensor suiteworking in tandem or individually. A sensor suite may include aplurality of independent sensors, as described herein, where any numberof the described sensors may be used to detect any number of physical orelectrical quantities associated with an aircraft power system or anelectrical energy storage system. Independent sensors may includeseparate sensors measuring physical or electrical quantities that may bepowered by and/or in communication with circuits independently, whereeach may signal sensor output to a control circuit such as a usergraphical interface. In a non-limiting example, there may be fourindependent sensors housed in and/or on battery pack 124 measuringtemperature, electrical characteristic such as voltage, amperage,resistance, or impedance, or any other parameters and/or quantities asdescribed in this disclosure. In an embodiment, use of a plurality ofindependent sensors may result in redundancy configured to employ morethan one sensor that measures the same phenomenon, those sensors beingof the same type, a combination of, or another type of sensor notdisclosed, so that in the event one sensor fails, the ability of batterymanagement system 100 and/or user to detect phenomenon is maintained andin a non-limiting example, a user alter aircraft usage pursuant tosensor readings.

Sensor suite 200 may be suitable for use as first sensor suite 104and/or second sensor suite 116 as disclosed with reference to FIG. 1hereinabove. Sensor suite 200 includes a humidity sensor 204. Humidity,as used in this disclosure, is the property of a gaseous medium (almostalways air) to hold water in the form of vapor. An amount of water vaporcontained within a parcel of air can vary significantly. Water vapor isgenerally invisible to the human eye and may be damaging to electricalcomponents. There are three primary measurements of humidity, absolute,relative, specific humidity. “Absolute humidity,” for the purposes ofthis disclosure, describes the water content of air and is expressed ineither grams per cubic meters or grams per kilogram. “Relativehumidity”, for the purposes of this disclosure, is expressed as apercentage, indicating a present stat of absolute humidity relative to amaximum humidity given the same temperature. “Specific humidity”, forthe purposes of this disclosure, is the ratio of water vapor mass tototal moist air parcel mass, where parcel is a given portion of agaseous medium. Humidity sensor 204 may be psychrometer. Humidity sensor204 may be a hygrometer. Humidity sensor 204 may be configured to act asor include a humidistat. A “humidistat”, for the purposes of thisdisclosure, is a humidity-triggered switch, often used to controlanother electronic device. Humidity sensor 204 may use capacitance tomeasure relative humidity and include in itself, or as an externalcomponent, include a device to convert relative humidity measurements toabsolute humidity measurements. “Capacitance”, for the purposes of thisdisclosure, is the ability of a system to store an electric charge, inthis case the system is a parcel of air which may be near, adjacent to,or above a battery cell.

With continued reference to FIG. 2 , sensor suite 200 may includemultimeter 208. Multimeter 208 may be configured to measure voltageacross a component, electrical current through a component, andresistance of a component. Multimeter 208 may include separate sensorsto measure each of the previously disclosed electrical characteristicssuch as voltmeter, ammeter, and ohmmeter, respectively.

Alternatively or additionally, and with continued reference to FIG. 2 ,sensor suite 200 include a sensor or plurality thereof that may detectvoltage and direct the charging of individual battery cells according tocharge level; detection may be performed using any suitable component,set of components, and/or mechanism for direct or indirect measurementand/or detection of voltage levels, including without limitationcomparators, analog to digital converters, any form of voltmeter, or thelike. Sensor suite 200 and/or a control circuit incorporated thereinand/or communicatively connected thereto may be configured to adjustcharge to one or more battery cells as a function of a charge leveland/or a detected parameter. For instance, and without limitation,sensor suite 200 may be configured to determine that a charge level of abattery cell is high based on a detected voltage level of that batterycell or portion of the battery pack. Sensor suite 200 may alternativelyor additionally detect a charge reduction event, defined for purposes ofthis disclosure as any temporary or permanent state of a battery cellrequiring reduction or cessation of charging; a charge reduction eventmay include a cell being fully charged and/or a cell undergoing aphysical and/or electrical process that makes continued charging at acurrent voltage and/or current level inadvisable due to a risk that thecell will be damaged, will overheat, or the like. Detection of a chargereduction event may include detection of a temperature, of the cellabove a threshold level, detection of a voltage and/or resistance levelabove or below a threshold, or the like. Sensor suite 200 may includedigital sensors, analog sensors, or a combination thereof. Sensor suite200 may include digital-to-analog converters (DAC), analog-to-digitalconverters (ADC, A/D, A-to-D), a combination thereof, or other signalconditioning components used in transmission of a first plurality ofbattery pack data 128 to a destination over wireless or wiredconnection.

With continued reference to FIG. 2 , sensor suite 200 may includethermocouples, thermistors, thermometers, passive infrared sensors,resistance temperature sensors (RTD's), semiconductor based integratedcircuits (IC), a combination thereof or another undisclosed sensor type,alone or in combination. Temperature, for the purposes of thisdisclosure, and as would be appreciated by someone of ordinary skill inthe art, is a measure of the heat energy of a system. Temperature, asmeasured by any number or combinations of sensors present within sensorsuite 200, may be measured in Fahrenheit (° F.), Celsius (° C.), Kelvin(° K), or another scale alone or in combination. The temperaturemeasured by sensors may comprise electrical signals which aretransmitted to their appropriate destination wireless or through a wiredconnection.

With continued reference to FIG. 2 , sensor suite 200 may include asensor configured to detect gas that may be emitted during or after acatastrophic cell failure. “Catastrophic cell failure”, for the purposesof this disclosure, refers to a malfunction of a battery cell, which maybe an electrochemical cell, that renders the cell inoperable for itsdesigned function, namely providing electrical energy to at least aportion of an electric aircraft. Byproducts of catastrophic cell failure212 may include gaseous discharge including oxygen, hydrogen, carbondioxide, methane, carbon monoxide, a combination thereof, or anotherundisclosed gas, alone or in combination. Further the sensor configuredto detect vent gas from electrochemical cells may comprise a gasdetector. For the purposes of this disclosure, a “gas detector” is adevice used to detect a gas is present in an area. Gas detectors, andmore specifically, the gas sensor that may be used in sensor suite 200,may be configured to detect combustible, flammable, toxic, oxygendepleted, a combination thereof, or another type of gas alone or incombination. The gas sensor that may be present in sensor suite 200 mayinclude a combustible gas, photoionization detectors, electrochemicalgas sensors, ultrasonic sensors, metal-oxide-semiconductor (MOS)sensors, infrared imaging sensors, a combination thereof, or anotherundisclosed type of gas sensor alone or in combination. Sensor suite 200may include sensors that are configured to detect non-gaseous byproductsof catastrophic cell failure 212 including, in non-limiting examples,liquid chemical leaks including aqueous alkaline solution, ionomer,molten phosphoric acid, liquid electrolytes with redox shuttle andionomer, and salt water, among others. Sensor suite 200 may includesensors that are configured to detect non-gaseous byproducts ofcatastrophic cell failure 212 including, in non-limiting examples,electrical anomalies as detected by any of the previous disclosedsensors or components.

With continued reference to FIG. 2 , sensor suite 200 may be configuredto detect events where voltage nears an upper voltage threshold or lowervoltage threshold. The upper voltage threshold may be stored in datastorage system 120 for comparison with an instant measurement taken byany combination of sensors present within sensor suite 200. The uppervoltage threshold may be calculated and calibrated based on factorsrelating to battery cell health, maintenance history, location withinbattery pack, designed application, and type, among others. Sensor suite200 may measure voltage at an instant, over a period of time, orperiodically. Sensor suite 200 may be configured to operate at any ofthese detection modes, switch between modes, or simultaneous measure inmore than one mode. First battery management component 104 may detectthrough sensor suite 200 events where voltage nears the lower voltagethreshold. The lower voltage threshold may indicate power loss to orfrom an individual battery cell or portion of the battery pack. Firstbattery management component 104 may detect through sensor suite 200events where voltage exceeds the upper and lower voltage threshold.Events where voltage exceeds the upper and lower voltage threshold mayindicate battery cell failure or electrical anomalies that could lead topotentially dangerous situations for aircraft and personnel that may bepresent in or near its operation.

With reference to FIG. 3 , an exemplary embodiment of an eVTOL aircraftbattery pack is illustrated. Battery pack 124 is a power source that maybe configured to store electrical energy in the form of a plurality ofbattery modules, which themselves include of a plurality ofelectrochemical cells. These cells may utilize electrochemical cells,galvanic cells, electrolytic cells, fuel cells, flow cells, and/orvoltaic cells. In general, an electrochemical cell is a device capableof generating electrical energy from chemical reactions or usingelectrical energy to cause chemical reactions, this disclosure willfocus on the former. Voltaic or galvanic cells are electrochemical cellsthat generate electric current from chemical reactions, whileelectrolytic cells generate chemical reactions via electrolysis. Ingeneral, the term ‘battery’ is used as a collection of cells connectedin series or parallel to each other. A battery cell may, when used inconjunction with other cells, may be electrically connected in series,in parallel or a combination of series and parallel. Series connectionincludes wiring a first terminal of a first cell to a second terminal ofa second cell and further configured to include a single conductive pathfor electricity to flow while maintaining the same current (measured inAmperes) through any component in the circuit. A battery cell may usethe term ‘wired’, but one of ordinary skill in the art would appreciatethat this term is synonymous with ‘electrically connected’, and thatthere are many ways to couple electrical elements like battery cellstogether. An example of a connector that does not include wires may beprefabricated terminals of a first gender that mate with a secondterminal with a second gender. Battery cells may be wired in parallel.Parallel connection includes wiring a first and second terminal of afirst battery cell to a first and second terminal of a second batterycell and further configured to include more than one conductive path forelectricity to flow while maintaining the same voltage (measured inVolts) across any component in the circuit. Battery cells may be wiredin a series-parallel circuit which combines characteristics of theconstituent circuit types to this combination circuit. Battery cells maybe electrically connected in a virtually unlimited arrangement which mayconfer onto the system the electrical advantages associated with thatarrangement such as high-voltage applications, high-currentapplications, or the like. In an exemplary embodiment, battery pack 124include 196 battery cells in series and 18 battery cells in parallel.This is, as someone of ordinary skill in the art would appreciate, isonly an example and battery pack 124 may be configured to have a nearlimitless arrangement of battery cell configurations.

With continued reference to FIG. 3 , battery pack 124 may include aplurality of battery modules. The battery modules may be wired togetherin series and in parallel. Battery pack 124 may include a center sheetwhich may include a thin barrier. The barrier may include a fuseconnecting battery modules on either side of the center sheet. The fusemay be disposed in or on the center sheet and configured to connect toan electric circuit comprising a first battery module and thereforebattery unit and cells. In general, and for the purposes of thisdisclosure, a fuse is an electrical safety device that operate toprovide overcurrent protection of an electrical circuit. As asacrificial device, its essential component is metal wire or strip thatmelts when too much current flows through it, thereby interruptingenergy flow. The fuse may include a thermal fuse, mechanical fuse, bladefuse, expulsion fuse, spark gap surge arrestor, varistor, or acombination thereof.

Battery pack 124 may also include a side wall includes a laminate of aplurality of layers configured to thermally insulate the plurality ofbattery modules from external components of battery pack 124. The sidewall layers may include materials which possess characteristics suitablefor thermal insulation as described in the entirety of this disclosurelike fiberglass, air, iron fibers, polystyrene foam, and thin plasticfilms, to name a few. The side wall may additionally or alternativelyelectrically insulate the plurality of battery modules from externalcomponents of battery pack 124 and the layers of which may includepolyvinyl chloride (PVC), glass, asbestos, rigid laminate, varnish,resin, paper, Teflon, rubber, and mechanical lamina. The center sheetmay be mechanically coupled to the side wall in any manner described inthe entirety of this disclosure or otherwise undisclosed methods, aloneor in combination. The side wall may include a feature for alignment andcoupling to the center sheet. This feature may include a cutout, slots,holes, bosses, ridges, channels, and/or other undisclosed mechanicalfeatures, alone or in combination.

With continued reference to FIG. 3 , battery pack 124 may also includean end panel including a plurality of electrical connectors and furtherconfigured to fix battery pack 124 in alignment with at least the sidewall. The end panel may include a plurality of electrical connectors ofa first gender configured to electrically and mechanically couple toelectrical connectors of a second gender. The end panel may beconfigured to convey electrical energy from battery cells to at least aportion of an eVTOL aircraft. Electrical energy may be configured topower at least a portion of an eVTOL aircraft or include signals tonotify aircraft computers, personnel, users, pilots, and any others ofinformation regarding battery health, emergencies, and/or electricalcharacteristics. The plurality of electrical connectors may includeblind mate connectors, plug and socket connectors, screw terminals, ringand spade connectors, blade connectors, and/or an undisclosed type aloneor in combination. The electrical connectors of which the end panelincludes may be configured for power and communication purposes. A firstend of the end panel may be configured to mechanically couple to a firstend of a first side wall by a snap attachment mechanism, similar to endcap and side panel configuration utilized in the battery module. Toreiterate, a protrusion disposed in or on the end panel may be captured,at least in part, by a receptacle disposed in or on the side wall. Asecond end of end the panel may be mechanically coupled to a second endof a second side wall in a similar or the same mechanism.

With continued reference to FIG. 3 , sensor suite 200 may be disposed inor on a portion of battery pack 124 near battery modules or batterycells. First sensor suite 104 may be disposed in or on a first portionof battery pack 124 and second sensor suite 116 may be disposed in or ona second portion of battery pack 124. Battery pack 124 includes batterymanagement system head unit 304 disposed on a first end of battery pack124. Battery management system head unit 304 is configured tocommunicate with a flight controller using a controller area network(CAN). Controller area network includes bus 312. Bus 312 may include anelectrical bus. “Bus”, for the purposes of this disclosure and inelectrical parlance is any common connection to which any number ofloads, which may be connected in parallel, and share a relativelysimilar voltage may be electrically coupled. Bus may refer to powerbusses, audio busses, video busses, computing address busses, and/ordata busses. Bus 312 may be responsible for conveying electrical energystored in battery pack 124 to at least a portion of an electricaircraft. Bus 312 may be additionally or alternatively responsible forconveying electrical signals generated by any number of componentswithin battery pack 124 to any destination on or offboard an electricaircraft. Battery management system head unit 304 may comprise wiring orconductive surfaces only in portions required to electrically couple bus312 to electrical power or necessary circuits to convey that power orsignals to their destinations.

Outputs from sensors or any other component present within system may beanalog or digital. Onboard or remotely located processors can convertthose output signals from sensor suite to a usable form by thedestination of those signals. The usable form of output signals fromsensors, through processor may be either digital, analog, a combinationthereof or an otherwise unstated form. Processing may be configured totrim, offset, or otherwise compensate the outputs of sensor suite. Basedon sensor output, the processor can determine the output to send todownstream component. Processor can include signal amplification,operational amplifier (OpAmp), filter, digital/analog conversion,linearization circuit, current-voltage change circuits, resistancechange circuits such as Wheatstone Bridge, an error compensator circuit,a combination thereof or otherwise undisclosed components.

With continued reference to FIG. 3 , battery pack 124 includes secondhigh voltage front end 308 disposed on a second end of battery pack 124.Second high voltage front end 308 may be configured to communicate witha flight controller by utilizing a controller area network (CAN). Secondhigh voltage front end 3 includes second bus 316. Second bus 316 mayinclude power busses, audio busses, video busses, computing addressbusses, and/or data busses. Bus 312 may be responsible for conveyingelectrical energy stored in battery pack 124 to at least a portion of anelectric aircraft. Bus 312 may be additionally or alternativelyresponsible for conveying electrical signals generated by any number ofcomponents within battery pack 124 to any destination on or offboard anelectric aircraft. Second high voltage front end 308 may comprise wiringor conductive surfaces only in portions required to electrically couplebus 312 to electrical power or necessary circuits to convey that poweror signals to their destinations.

With continued reference to FIG. 3 , any of the disclosed components orsystems, namely battery pack 124, battery module sense board 220, and/orbattery cells may incorporate provisions to dissipate heat energypresent due to electrical resistance in integral circuit. Battery pack124 includes one or more battery element modules wired in series and/orparallel. The presence of a voltage difference and associated amperageinevitably will increase heat energy present in and around battery pack124 as a whole. The presence of heat energy in a power system ispotentially dangerous by introducing energy possibly sufficient todamage mechanical, electrical, and/or other systems present in at leasta portion of exemplary aircraft 600. Battery pack 124 may includemechanical design elements, one of ordinary skill in the art, maythermodynamically dissipate heat energy away from battery pack 124. Themechanical design may include, but is not limited to, slots, fins, heatsinks, perforations, a combination thereof, or another undisclosedelement.

Heat dissipation may include material selection beneficial to move heatenergy in a suitable manner for operation of battery pack 124. Certainmaterials with specific atomic structures and therefore specificelemental or alloyed properties and characteristics may be selected inconstruction of battery pack 124 to transfer heat energy out of avulnerable location or selected to withstand certain levels of heatenergy output that may potentially damage an otherwise unprotectedcomponent. One of ordinary skill in the art, after reading the entiretyof this disclosure would understand that material selection may includetitanium, steel alloys, nickel, copper, nickel-copper alloys such asMonel, tantalum and tantalum alloys, tungsten and tungsten alloys suchas Inconel, a combination thereof, or another undisclosed material orcombination thereof. Heat dissipation may include a combination ofmechanical design and material selection. The responsibility of heatdissipation may fall upon the material selection and design as disclosedabove in regard to any component disclosed in this paper. The batterypack 124 may include similar or identical features and materialsascribed to battery pack 124 in order to manage the heat energy producedby these systems and components.

According to embodiments, the circuitry disposed within or on batterypack 124 may be shielded from electromagnetic interference. The batteryelements and associated circuitry may be shielded by material such asmylar, aluminum, copper a combination thereof, or another suitablematerial. The battery pack 124 and associated circuitry may include oneor more of the aforementioned materials in their inherent constructionor additionally added after manufacture for the express purpose ofshielding a vulnerable component. The battery pack 124 and associatedcircuitry may alternatively or additionally be shielded by location.Electrochemical interference shielding by location includes a designconfigured to separate a potentially vulnerable component from energythat may compromise the function of said component. The location ofvulnerable component may be a physical uninterrupted distance away froman interfering energy source, or location configured to include ashielding element between energy source and target component. Theshielding may include an aforementioned material in this section, amechanical design configured to dissipate the interfering energy, and/ora combination thereof. The shielding comprising material, location andadditional shielding elements may defend a vulnerable component from oneor more types of energy at a single time and instance or includeseparate shielding for individual potentially interfering energies.

Referring again to FIG. 3 , battery module sense board 220 may include afirst opposite and opposing flat surface and may be configured to covera portion of battery module within battery pack and face directly to atleast an end of electrochemical battery cells. Battery module senseboard 220 may be consistent with the sense board disclosed in U.S.patent application Ser. No. 16/948,140 entitled, “System and Method forHigh Energy Density Battery Module” and incorporated herein by referencein its entirety. First battery management component 104 may, inembodiments be disposed on a first side of battery module sense board220 and second battery management component 112 may be disposed on asecond side of battery module sense board 220. Alternatively, firstbattery management component 104 may be disposed on a first end ofbattery module sense board 220 and second battery management component108 may be disposed on a second end of battery module sense board 220.

With reference to FIG. 4 , battery module 324 is presented includingbattery module sense board 220 shown opening aligned with the batterycells 404. Battery module sense board 220 may monitor battery cells 404.Battery module sense board 220 may include a rectangular prism shapeconfigured to be opposite and oppose a back plate with openingscorrelating to battery cells 404. Battery module sense board 220 mayinclude one or more circuits and/or circuit elements, including withoutlimitation a printed circuit board component, aligned with a first sideof battery module 324 and the openings correlating to the battery cells404. Battery module sense board 220 may include, without limitation, acontrol circuit configured to perform and/or direct any actionsperformed by battery module sense board 220 and/or any other componentand/or element described in this disclosure; control circuit may includeany analog or digital control circuit, including without limitation acombinational and/or synchronous logic circuit, a processor,microprocessor, microcontroller, or the like.

Still referring to FIG. 4 , battery module sense board 220 may includesensors or sensor suite 200 configured to measure physical and/orelectrical parameters, such as without limitation temperature and/orvoltage, of one or more battery cells. Battery module sense board 220and/or a control circuit incorporated therein and/or communicativelyconnected thereto, may further be configured to detect failure withineach battery cell 404, for instance and without limitation as a functionof and/or using detected physical and/or electrical parameters. Cellfailure may be characterized by a spike in temperature and batterymodule sense board 220 may be configured to detect that increase andgenerate signals, to notify users, support personnel, safety personnel,maintainers, operators, emergency personnel, aircraft computers, or acombination thereof and stored in data storage system 120.

Referring now to FIG. 5 , a block diagram of data collection system 500is presented. Data collection system 500 includes sensor suite 200,which may be used for first sensor suite 108 in first battery managementcomponent 104 or second sensor suite 116 in second battery managementcomponent 112 or consistent with any sensor suite disclosed hereinabove.Data collection system 500 includes data storage system 120. Sensorsuite 200 is configured to measure physical and/or electrical phenomenaand characteristics of battery pack 124, in whole or in part. Sensorsuite 200 then transmits electrical signals to data storage system 120to be saved. Those electrical signals are representative of firstbattery pack data 128 and second battery pack data 132. The electricalsignals communicated from sensor suite 200, and more moreover from thefirst or second battery management component to which it belongs may betransformed or conditioned consistent with any signal conditioningpresent in this disclosure. Data collection system 500 and morespecifically first battery management component 104, may be configuredto save first battery pack data 128 and second battery pack data 132periodically in regular intervals to data storage system 120. “Regularintervals”, for the purposes of this disclosure, refers to an eventtaking place repeatedly after a certain amount of elapsed time. Datacollection system 500 may include first battery management component104, which may include timer 504. Timer 504 may include a timingcircuit, internal clock, or other circuit, component, or part configuredto keep track of elapsed time and/or time of day. For example, innon-limiting embodiments, data storage system 120 may save the first andsecond battery pack data every 30 seconds, every minute, every 30minutes, or another time period according to timer 504. Additionally oralternatively, data storage system 120 may save the first and secondbattery pack data after certain events occur, for example, innon-limiting embodiments, each power cycle, landing of the electricaircraft, when battery pack is charging or discharging, or scheduledmaintenance periods. In non-limiting embodiments, battery pack 124phenomena may be continuously measured and stored at an intermediarystorage location, and then permanently saved by data storage system 120at a later time, like at a regular interval or after an event has takenplace as disclosed hereinabove. Additionally or alternatively, datastorage system may be configured to save first battery pack data 128 andsecond battery pack data 132 at a predetermined time. “Predeterminedtime”, for the purposes of this disclosure, refers to an internal clockwithin battery management system 100 commanding data storage system 120to save the first and second battery pack data at that time. Forexample, data storage system 120 may be configured to save the first andsecond battery pack data at 0600 hours, 11 P.M. EDT, or another time ormultiple times a day.

Referring now to FIG. 6 , an embodiment of an electric aircraft 600 ispresented. Still referring to FIG. 6 , electric aircraft 600 may includea vertical takeoff and landing aircraft (eVTOL). As used herein, avertical take-off and landing (eVTOL) aircraft is one that can hover,take off, and land vertically. An eVTOL, as used herein, is anelectrically powered aircraft typically using an energy source, of aplurality of energy sources to power the aircraft. In order to optimizethe power and energy necessary to propel the aircraft. eVTOL may becapable of rotor-based cruising flight, rotor-based takeoff, rotor-basedlanding, fixed-wing cruising flight, airplane-style takeoff,airplane-style landing, and/or any combination thereof. Rotor-basedflight, as described herein, is where the aircraft generated lift andpropulsion by way of one or more powered rotors coupled with an engine,such as a “quad copter,” multi-rotor helicopter, or other vehicle thatmaintains its lift primarily using downward thrusting propulsors.Fixed-wing flight, as described herein, is where the aircraft is capableof flight using wings and/or foils that generate life caused by theaircraft's forward airspeed and the shape of the wings and/or foils,such as airplane-style flight.

With continued reference to FIG. 6 , a number of aerodynamic forces mayact upon the electric aircraft 600 during flight. Forces acting on anelectric aircraft 600 during flight may include, without limitation,thrust, the forward force produced by the rotating element of theelectric aircraft 600 and acts parallel to the longitudinal axis.Another force acting upon electric aircraft 600 may be, withoutlimitation, drag, which may be defined as a rearward retarding forcewhich is caused by disruption of airflow by any protruding surface ofthe electric aircraft 600 such as, without limitation, the wing, rotor,and fuselage. Drag may oppose thrust and acts rearward parallel to therelative wind. A further force acting upon electric aircraft 600 mayinclude, without limitation, weight, which may include a combined loadof the electric aircraft 600 itself, crew, baggage, and/or fuel. Weightmay pull electric aircraft 600 downward due to the force of gravity. Anadditional force acting on electric aircraft 600 may include, withoutlimitation, lift, which may act to oppose the downward force of weightand may be produced by the dynamic effect of air acting on the airfoiland/or downward thrust from the propulsor of the electric aircraft. Liftgenerated by the airfoil may depend on speed of airflow, density of air,total area of an airfoil and/or segment thereof, and/or an angle ofattack between air and the airfoil. For example, and without limitation,electric aircraft 600 are designed to be as lightweight as possible.Reducing the weight of the aircraft and designing to reduce the numberof components is essential to optimize the weight. To save energy, itmay be useful to reduce weight of components of an electric aircraft600, including without limitation propulsors and/or propulsionassemblies. In an embodiment, the motor may eliminate need for manyexternal structural features that otherwise might be needed to join onecomponent to another component. The motor may also increase energyefficiency by enabling a lower physical propulsor profile, reducing dragand/or wind resistance. This may also increase durability by lesseningthe extent to which drag and/or wind resistance add to forces acting onelectric aircraft 600 and/or propulsors.

Referring now to FIG. 7 , a battery management and monitoring systemintegrated in a battery pack configured for use in electric aircraft ispresented. Battery management and monitoring system 700 is disposed onat least a portion of battery pack 124, or another battery packconsistent with the entirety of this disclosure, namely FIGS. 1, 3 and 4. For example, battery pack 124 may include battery modules includingelectrochemical battery cells consistent with the descriptionhereinabove with reference to FIGS. 1, 3, and 4 . Battery management andmonitoring system 700 may include more than one electrically isolatedsystems performing at least a portion of the same functions. Batterymanagement and monitoring system 700 may include more than oneelectrically isolated systems performing redundant functions. Batterymanagement and monitoring system 700 may include more than oneelectrically isolated systems performing entirely different functions.Battery management and monitoring system 700 may include more than oneelectrically isolated systems performing entirely separate and distinctfunctions. Battery management and monitoring system 700 may include oneor more physically separated systems disposed on at least a distinctportion of battery pack 124 or any subcomponents thereof. Batterymanagement and monitoring system 700 may include one or more physicallyisolated systems that perform at least a portion of the same functions.Battery management and monitoring system 700 may include more than onephysically isolated systems performing the redundant functions. Batterymanagement and monitoring system 700 may include more than onephysically isolated systems performing entirely different functions.Battery management and monitoring system 700 may include more than onephysically isolated systems performing entirely separate and distinctfunctions. At least a portion of battery management and monitoringsystem 700 may be disposed on battery module sense board 120, or anotherintegrated circuit board component known in the art.

With continued reference to FIG. 7 , battery management and monitoringsystem 700 includes a sensor suite. The sensor suite may include anysensor suite describe above consistent with the disclosure, namely firstsensor suite 108, second sensor suite 116, or sensor suite 200 withreference to FIGS. 1 and 2 . Sensor suite 200 is configured to measure aplurality of battery pack data 704. Plurality battery pack data 704 mayinclude any plurality of battery pack data described above withreference to FIG. 1 , namely first plurality of battery pack data 128and second plurality of battery pack data 132. Sensor suite 200 mayinclude any of the sensors, grouping of sensors, or prefabricated sensorpackages as described above with reference to FIGS. 1 and 2 . Sensorsuite 200 may include an accelerometer. Sensor suite 200 may include avibrometer, vibration sensor, load cell, pressure sensor, force gauge, acombination thereof, among other sensors configured to measure physicalparameters like acceleration, force, vibration, pressure, and the like.Sensor suite 200 may include a voltmeter. Additionally, sensor suite 200may include a multimeter, configured to measure electrical current,potential difference (voltage), resistance, impedance, capacitance, orother electrical parameters alone or in combination. Sensor suite 200may include an ohmmeter, ammeter, or other separate electrical sensors.Sensor suite 200 may include a thermocouple. Additionally oralternatively, sensor suite 200 may include a thermometer, RTD, or othersensor configured to measure temperature or heat energy of a system.

With continued reference to FIG. 7 , battery management and monitoringsystem 700 includes a battery monitoring component 704. Batterymonitoring component 708 is configured to detect, as a function ofplurality of battery pack data 704, first fault 712 in battery pack 124.Battery monitoring component 708 may be disposed on at least a portionof an integrated circuit board on or in battery pack 124. The integratedcircuit board may be disposed in battery pack 124 proximate to batterycells or disposed on a first end of battery pack 124. First fault 712may include an over-voltage condition of at least a portion of batterypack 124, for example, a single electrochemical battery cellover-voltage, or a portion thereof. First fault 712 may include anunder-voltage condition of at least a portion of battery pack 124. Firstfault 712 may be characterized by a comparison, by battery monitoringcomponent 708, of a voltage measurement from sensor suite 200, to avoltage threshold which has been predetermined or calculated by at leasta user or additional system, or alternatively, input by a user. Firstfault 712 may include a temperature rise rate. There may be a thresholdtemperature rise rate or threshold temperature to which a temperaturemeasurement by sensor suite 200 is compared by battery monitoringcomponent 708. First fault 712 may include a detection of a resistance.This resistance may be measured by sensor suite 200 and compared to arange or threshold resistance input by a user, calculated by at least aportion of an alternate system, or a combination thereof.

With continued reference to FIG. 7 , battery monitoring component 708produces a first fault detection response 716 upon detection of firstfault 712. First fault detection response 716 may be generated inresponse to any of the described variations of first fault 712. This isa non-exhaustive list of possible faults that may be detected as firstfault 712, one of ordinary skill in the art would understand the greaternumber and variation of physical, electrical, or other faults that maybe detected by a sensor suite configured to measure characteristics ofan electric aircraft battery pack. First fault detection response 716includes notification of a user of the first fault 712 in battery pack124. Battery monitoring component 708 communicates first fault detectionresponse 716 to be displayed on graphical user interface 720. Graphicaluser interface (GUI) 720 may include a flight display known in the artto be disposed in at least a portion of a cockpit of an electricaircraft. GUI 720 may be disposed on a user device located remotely fromthe electric aircraft. GUI 720 may be disposed on a computer devicelocated remotely or onboard the electric aircraft. GUI 720 may bedisposed on a smartphone located remotely or onboard the electricaircraft. First fault detection response 716 may include a textualdisplay. The textual display may include a warning message to a user,which may include a pilot, whether onboard or remotely located. Thetextual display may include a message describing the fault.Additionally, or alternatively, the textual display my include a genericmessage that a fault was detected. The textual display may include wherethe fault was located within battery pack 124. The textual display mayinclude a suggestion for pilot or user intervention or suggestedmaintenance procedures. First fault detection response 716 may includean image display. The image display included in first fault detectionresponse 716 may include a depiction of battery pack 124. The imagedisplay may include a depiction of a portion of battery pack 124. Theimage display may include a depiction of the portion of battery pack 124first fault 712 was detected in. The image display may include adepiction of suggested user operations or suggested maintenance. Itshould be noted that battery monitoring component 708 is only capable ofnotifying a user of first fault 712 by first fault detection response716.

With continued reference to FIG. 7 , battery management and monitoringsystem 700 includes battery management component 724. Battery managementcomponent may be consistent with the description of the batterymanagement components hereinabove, namely first and second batterymanagement components. Battery management component 724 is configured todetect, as a function of plurality of battery pack data 704, secondfault 728 in battery pack 124. Second fault 728 may be characterizedexactly like first fault 712. For example, second fault 728 may includean over-voltage condition or temperature rise rate. Second fault 728 maynot be characterized like first fault 712. For example, second fault 728may be an over-voltage condition and first fault 712 may be anundervoltage condition. First fault 712 and second fault 728 may bedetected separately from each other, at least partially together, or atthe same instant. One of ordinary skill in the art would understandfirst fault 712 and second fault 728 to have near limitless combinationsand/or iterations thereof. First fault 712 does not necessarily need tobe detected before 728 chronologically, and largely depends on theactive component at the time, which will be described in detail herein.Battery management component 724 is configured to produce a second faultdetection response 732 upon receiving detection of second fault 728.Second fault detection response 732 is configured to mitigate secondfault 728 in battery pack 124. “Mitigate”, for the purposes of thisdisclosure, describes operations, procedures, actions, orreconfigurations with the intent to resolve an operational fault in acomponent of a system. In a non-limiting embodiment, battery managementcomponent 724 may control electrical contacts outside of battery pack124, during, for example, testing, such that second fault detectionresponse 732 may disconnect electrical contacts when a fault isdetected. Interlock component 736 may include geometry provisions so asto make it impossible for any fault response to control contacts whenbattery pack 124 is installed in aircraft. Geometry provisions mayinclude structures that block electrical connections when installed inaircraft that are exposed when uninstalled in aircraft. Batterymanagement component 724 may display that second fault 728 was detectedon a web-based tool in addition to second fault detection response 732.In a non-limiting example, battery management component 724 may redirectcurrent around at least a portion of battery pack 124 if second fault728 is detected in at least a portion of battery pack 124. Themitigation would be to bypass the malfunctioning area of the batterypack, in this non-limiting example. Second fault detection response 732may additionally include a prioritization of current to a portion ofbattery pack 124 thar is experiencing a lack of charging to thatportion, thus mitigating the charging difference within battery pack124. Battery management component 724 may include a contactor controlcircuit. “Contactor control circuit”, for the purposes of thisdisclosure, describes an electrically controlled switch used forswitching an electrical power circuit, here found in battery pack 124.Typically, a contactor control circuit is controlled by a circuit whichhas a lower power level than the switched circuit. One of ordinary skillin the art would understand that there are a plurality of methods andsystems capable of switching circuits electromechanically, like relays,and that a plurality may be used herein substituted for contactorcontrol circuit.

With continued reference to FIG. 7 , battery management and monitoringsystem 700 includes an interlock component 736. Interlock component 736includes a first mode 740 and a second mode 744. Interlock component 736is configured to enable battery monitoring component 708 and disablebattery management component 724 when in first mode 740. Interlockcomponent is configured to enable battery management component 724 anddisable battery monitoring component 708 when in second mode 744. One ofordinary skill in the art would understand that first mode and secondmode do not refer to order of operations or chronology, but to more thanone distinct mode the interlock component 736 can reconfigure itselfinto. One of ordinary skill in the art would appreciate from the presentdisclosure that battery management component 724 and battery monitoringcomponent 708 are enabled and disabled separately. In other words, theenabling of one component does not disable the other automatedly, forexample. Interlock component 736 may include a mechanical component. Forexample, a mechanical interlock component 736 may include a lever,button, switch that is physically interacted with by a user, subsystem,or a combination thereof. Interlock component 736 may include anelectrical component. For example, an electrical interlock component 736may include a circuit that is completed when a certain component is tobe enabled. Interlock component 736 may enable battery monitoringcomponent 708 when battery pack 124 is installed in electric aircraft.In this non-limiting example, a mechanical and/or electrical interlockcomponent disposed in or on battery pack 124 may be actuated whenbattery pack is installed in electric aircraft. Specifically, and in anon-limiting embodiment, a latching system used to secure battery pack124 is engaged around a portion of battery pack 124, the latching systemmay actuate a mechanical interlock component, or complete the circuit ofan electrical interlock component to thus enable battery monitoringcomponent 708. Interlock component 736 may include a logic circuit,combinatorial circuit, sequential circuit, finite state machine, analogcircuit, or any processor as described in the entirety of thisdisclosure. Additionally or alternatively, when installed in electricaircraft, interlock component 736 may enter first mode 740, enablingbattery monitoring component 708 and disabling battery managementcomponent 724. In another non-limiting example, interlock component 736enters second mode 744 and thus enables battery management component 724when the battery is uninstalled from the electric aircraft. Interlockcomponent 736 may enter second mode 744, enabling battery managementcomponent 724 during charging of battery pack 124. Interlock component736 may enter second mode 744, enabling battery management component 724during testing of battery pack 124. In a non-limiting embodiment,battery monitoring component 708 is enabled by interlock component 736when battery pack is installed in electric aircraft, and thus whenelectric aircraft is in flight mode. It would follow to one of ordinaryskill in the art, upon reviewing the entirety of this disclosure, thatwhen battery pack 124 is uninstalled from electric aircraft, batterymanagement component 724 is enabled when battery pack is offboard ofelectric aircraft. Interlock component 736 may include circuitry,components, processors, or the like that may detect which mode interlockcomponent is in. For example, interlock component 736 may detectelectrical phenomena consistent with battery charging, discharging, orswitching when battery management component 724 is engaged; sensing maybe performed, for instance, by comparison of one or more voltages orother parameters to threshold levels using a comparator, a transistor,or other element connected to a control interface such as a gate, base,and/or input pin of interlock component 736. Interlock component 736 mayinclude provisions such as sensors and/or circuitry to receive a signal,for instance from a flight controller as described above, a manualswitch activated by a user, or the like, when electric aircraft is inflight mode and therefore battery monitoring component 708 is engaged.Interlock component 736 may detect when electric aircraft is in certainflight modes like hover, takeoff, landing, vertical takeoff, verticallanding, banks, turns, rolls, climbs, dives, and the like. Wheninterlock component 736 engages battery monitoring component 708 anddisengages battery management system 724, sensor suite 200 detectsplurality of battery pack data 704 for first fault 712 within batterypack 124. Sensor suite 200 transmits first fault 712 to batterymonitoring component 708, which in turn transmits first fault detectionresponse 716 to graphical user interface 720, which may be a screen inthe cockpit for a pilot to be notified or a client device to which aremotely located user may be notified of first fault 712. When interlockcomponent 736 engages battery management component 724 and disengagesbattery monitoring component 708, sensor suite 200 detects second fault728 based on plurality of battery pack data 704 within battery pack 124.Sensor suite 200 transmits second fault 728 to battery managementcomponent 724. In turn, battery management component transmits secondfault detection response 732 to mitigate second fault 728. In otherwords, faults detected in flight can only be detected and displayed to auser, wherein the discretion of the user is used to mitigate faults, asopposed to offboard electric aircraft when battery management system canmitigate risks without user intervention, in a non-limiting example.

With continued reference to FIG. 7 , battery management and monitoringsystem includes battery management system head unit (BMSHU) 748configured to electronically communicate with a controller. BMSHU 748may be consistent with any communicatively coupled electronic componentdescribed in this disclosure. The controller may be any circuit,computing device, or combination of electronics and power electronicsconsistent with this disclosure.

Referring now to FIG. 8 , a method for battery management and monitoringsystem 800 is presented. At 804, battery management and monitoringsystem is initiated. At 808 and 812, either battery management componentis enabled, or battery monitoring component is enabled, respectively. Nomatter which component is enabled at the time, sensor suite detectsfault in battery pack at 816. If battery management component isenabled, at 820, fault detection is communicated to battery managementcomponent. In turn, at 828, first fault detection response is generated.At 836, first fault detection response is communicated to user graphicalinterface like a pilot display or client device. Now going back to 816,if battery monitoring component is enabled, at 824, fault detectioncommunicated to battery monitoring component. Now at 832, second faultdetection response is generated. Then at 840, second fault detectionresponse communicated to battery pack to mitigate the detected fault.

It is to be noted that any one or more of the aspects and embodimentsdescribed herein may be conveniently implemented using one or moremachines (e.g., one or more computing devices that are utilized as auser computing device for an electronic document, one or more serverdevices, such as a document server, etc.) programmed according to theteachings of the present specification, as will be apparent to those ofordinary skill in the computer art. Appropriate software coding canreadily be prepared by skilled programmers based on the teachings of thepresent disclosure, as will be apparent to those of ordinary skill inthe software art. Aspects and implementations discussed above employingsoftware and/or software modules may also include appropriate hardwarefor assisting in the implementation of the machine executableinstructions of the software and/or software module.

Such software may be a computer program product that employs amachine-readable storage medium. A machine-readable storage medium maybe any medium that is capable of storing and/or encoding a sequence ofinstructions for execution by a machine (e.g., a computing device) andthat causes the machine to perform any one of the methodologies and/orembodiments described herein. Examples of a machine-readable storagemedium include, but are not limited to, a magnetic disk, an optical disc(e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-onlymemory “ROM” device, a random access memory “RAM” device, a magneticcard, an optical card, a solid-state memory device, an EPROM, an EEPROM,and any combinations thereof. A machine-readable medium, as used herein,is intended to include a single medium as well as a collection ofphysically separate media, such as, for example, a collection of compactdiscs or one or more hard disk drives in combination with a computermemory. As used herein, a machine-readable storage medium does notinclude transitory forms of signal transmission.

Such software may also include information (e.g., data) carried as adata signal on a data carrier, such as a carrier wave. For example,machine-executable information may be included as a data-carrying signalembodied in a data carrier in which the signal encodes a sequence ofinstruction, or portion thereof, for execution by a machine (e.g., acomputing device) and any related information (e.g., data structures anddata) that causes the machine to perform any one of the methodologiesand/or embodiments described herein.

Examples of a computing device include, but are not limited to, anelectronic book reading device, a computer workstation, a terminalcomputer, a server computer, a handheld device (e.g., a tablet computer,a smartphone, etc.), a web appliance, a network router, a networkswitch, a network bridge, any machine capable of executing a sequence ofinstructions that specify an action to be taken by that machine, and anycombinations thereof. In one example, a computing device may includeand/or be included in a kiosk.

FIG. 9 shows a diagrammatic representation of one embodiment of acomputing device in the exemplary form of a computer system 900 withinwhich a set of instructions for causing a control system, to perform anyone or more of the aspects and/or methodologies of the presentdisclosure may be executed. It is also contemplated that multiplecomputing devices may be utilized to implement a specially configuredset of instructions for causing one or more of the devices to performany one or more of the aspects and/or methodologies of the presentdisclosure. Computer system 900 includes a processor 904 and a memory908 that communicate with each other, and with other components, via abus 912. Bus 912 may include any of several types of bus structuresincluding, but not limited to, a memory bus, a memory controller, aperipheral bus, a local bus, and any combinations thereof, using any ofa variety of bus architectures.

Memory 908 may include various components (e.g., machine-readable media)including, but not limited to, a random-access memory component, a readonly component, and any combinations thereof. In one example, a basicinput/output system 916 (BIOS), including basic routines that help totransfer information between elements within computer system 900, suchas during start-up, may be stored in memory 908. Memory 908 may alsoinclude (e.g., stored on one or more machine-readable media)instructions (e.g., software) 920 embodying any one or more of theaspects and/or methodologies of the present disclosure. In anotherexample, memory 908 may further include any number of program modulesincluding, but not limited to, an operating system, one or moreapplication programs, other program modules, program data, and anycombinations thereof.

Computer system 900 may also include a storage device 924. Examples of astorage device (e.g., storage device 924) include, but are not limitedto, a hard disk drive, a magnetic disk drive, an optical disc drive incombination with an optical medium, a solid-state memory device, and anycombinations thereof. Storage device 924 may be connected to bus 912 byan appropriate interface (not shown). Example interfaces include, butare not limited to, SCSI, advanced technology attachment (ATA), serialATA, universal serial bus (USB), IEEE 994 (FIREWIRE), and anycombinations thereof. In one example, storage device 924 (or one or morecomponents thereof) may be removably interfaced with computer system 900(e.g., via an external port connector (not shown)). Particularly,storage device 924 and an associated machine-readable medium 928 mayprovide nonvolatile and/or volatile storage of machine-readableinstructions, data structures, program modules, and/or other data forcomputer system 900. In one example, software 920 may reside, completelyor partially, within machine-readable medium 928. In another example,software 920 may reside, completely or partially, within processor 904.

Computer system 900 may also include an input device 932. In oneexample, a user of computer system 900 may enter commands and/or otherinformation into computer system 900 via input device 932. Examples ofan input device 932 include, but are not limited to, an alpha-numericinput device (e.g., a keyboard), a pointing device, a joystick, agamepad, an audio input device (e.g., a microphone, a voice responsesystem, etc.), a cursor control device (e.g., a mouse), a touchpad, anoptical scanner, a video capture device (e.g., a still camera, a videocamera), a touchscreen, and any combinations thereof. Input device 932may be interfaced to bus 912 via any of a variety of interfaces (notshown) including, but not limited to, a serial interface, a parallelinterface, a game port, a USB interface, a FIREWIRE interface, a directinterface to bus 912, and any combinations thereof. Input device 932 mayinclude a touch screen interface that may be a part of or separate fromdisplay 936, discussed further below. Input device 932 may be utilizedas a user selection device for selecting one or more graphicalrepresentations in a graphical interface as described above.

A user may also input commands and/or other information to computersystem 900 via storage device 924 (e.g., a removable disk drive, a flashdrive, etc.) and/or network interface device 940. A network interfacedevice, such as network interface device 940, may be utilized forconnecting computer system 900 to one or more of a variety of networks,such as network 944, and one or more remote devices 948 connectedthereto. Examples of a network interface device include, but are notlimited to, a network interface card (e.g., a mobile network interfacecard, a LAN card), a modem, and any combination thereof. Examples of anetwork include, but are not limited to, a wide area network (e.g., theInternet, an enterprise network), a local area network (e.g., a networkassociated with an office, a building, a campus or other relativelysmall geographic space), a telephone network, a data network associatedwith a telephone/voice provider (e.g., a mobile communications providerdata and/or voice network), a direct connection between two computingdevices, and any combinations thereof. A network, such as network 944,may employ a wired and/or a wireless mode of communication. In general,any network topology may be used. Information (e.g., data, software 920,etc.) may be communicated to and/or from computer system 900 via networkinterface device 940.

Computer system 900 may further include a video display adapter 952 forcommunicating a displayable image to a display device, such as displaydevice 936. Examples of a display device include, but are not limitedto, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasmadisplay, a light emitting diode (LED) display, and any combinationsthereof. Display adapter 952 and display device 936 may be utilized incombination with processor 904 to provide graphical representations ofaspects of the present disclosure. In addition to a display device,computer system. 900 may include one or more other peripheral outputdevices including, but not limited to, an audio speaker, a printer, andany combinations thereof. Such peripheral output devices may beconnected to bus 912 via a peripheral interface 956. Examples of aperipheral interface include, but are not limited to, a serial port, aUSB connection, a FIREWIRE connection, a parallel connection, and anycombinations thereof.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention.Features of each of the various embodiments described above may becombined with features of other described embodiments as appropriate inorder to provide a multiplicity of feature combinations in associatednew embodiments. Furthermore, while the foregoing describes a number ofseparate embodiments, what has been described herein is merelyillustrative of the application of the principles of the presentinvention. Additionally, although particular methods herein may beillustrated and/or described as being performed in a specific order, theordering is highly variable within ordinary skill to achieve embodimentsaccording to this disclosure. Accordingly, this description is meant tobe taken only by way of example, and not to otherwise limit the scope ofthis invention.

Exemplary embodiments have been disclosed above and illustrated in theaccompanying drawings. It will be understood by those skilled in the artthat various changes, omissions and additions may be made to that whichis specifically disclosed herein without departing from the spirit andscope of the present invention.

What is claimed is:
 1. A battery management and monitoring system for abattery pack configured for use in electric aircraft, the systemcomprising: a sensor suite configured to measure a plurality of batterypack data, wherein the sensor suite is further configured to detect afailure of the battery pack; a first battery management componentconfigured to: detect, when the battery pack is not being charged, afirst fault in the battery pack as a function of the plurality ofbattery pack data; and produce a first fault detection response that isconfigured not to mitigate the first fault in the battery pack; a secondbattery management component configured to: detect, when the batterypack is being charged, the first fault in the battery pack as a functionof the plurality of battery pack data; and produce a second faultdetection response configured to mitigate the first fault in the batterypack; and an interlock component having a first mode, wherein thebattery pack is not being charged, and a second mode, when the batterypack is being charged, the interlock component configured to: enable thefirst battery management component and disable the second batterymanagement component when in the first mode; and enable the secondbattery management component and disable the first battery managementcomponent when in the second mode.
 2. The system of claim 1, wherein thesecond battery management component is further configured to produce thesecond fault detection response in the second mode of the interlockcomponent to mitigate over-voltage conditions of the battery pack thatis being charged.
 3. The system of claim 1, wherein the second batterymanagement component is further configured to produce the second faultdetection response in the second mode of the interlock component tomitigate temperature rise rate of the battery pack that is beingcharged.
 4. The system of claim 1, wherein the second battery managementcomponent is further configured to produce the second fault detectionresponse to mitigate charging difference within the battery pack.
 5. Thesystem of claim 1, wherein the second battery management component isfurther configured to redirect current around at least a portion of thebattery pack as a function of detecting the first fault.
 6. The systemof claim 1, wherein the second battery management component is furtherconfigured to detect a second fault, wherein the second fault ischaracterized differently from the first fault.
 7. The system of claim6, wherein the second fault comprises undervoltage condition.
 8. Thesystem of claim 1, wherein the second battery management componentfurther comprises a contactor control circuit configured to electricallyswitch an electrical power circuit in the battery pack.
 9. The system ofclaim 1, further comprising a battery management system head unitconfigured to electronically communicate with a controller.
 10. Thesystem of claim 1, wherein the battery pack comprises a bus.
 11. Thesystem of claim 1, wherein the sensor suite is further configured todetect a cell failure of a battery cell of the battery pack.
 12. Thesystem of claim 1, further comprising a data collection systemconfigured to save first battery pack data and second battery pack dataperiodically in regular intervals to a data storage system.
 13. Thesystem of claim 12, wherein the data collection system is configured tosave the first battery pack data and the second battery pack data aftera landing of the electric aircraft.
 14. The system of claim 12, whereinthe data collection system is configured to save the first battery packdata and the second battery pack data at a predetermined time.
 15. Thesystem of claim 1, wherein the first battery management component isfurther configured to produce the first fault detection response tonotify a user of the first fault.
 16. The system of claim 15, whereinthe first fault detection response comprises a textual display, whereinthe textual display comprises a warning message.
 17. The system of claim15, wherein the first fault detection response comprises an imagedisplay depicting a portion of the battery pack that the first fault isdetected in.
 18. The system of claim 1, wherein mitigating the firstfault through the second fault detection response includes controllingelectrical contacts outside of the battery pack.
 19. The system of claim1, wherein the interlock component comprises a mechanical component thatis configured to be physically interacted with by a user.
 20. The systemof claim 1, wherein the interlock component comprises geometryprovisions configured to block electrical connections when the batterypack is installed in the electric aircraft.